Method of fastening wheel-tires to the wheel-bodies in wheels for railway-vehicles.



No. 187,801. PATENTED APR. 18, 1905.

- '1. STAFF.

METHOD OF FASTENING WHEEL TIRES TO THE WHEELBO'DIBS IN WHEELS FOR R WAY VEHICLES.

APPLIOA FILED SEPT. 28, 1904.

W 120mm d f Patented April 18, 1905.

UNITED STATES PATENT UEEICE.

THOMAS STAFF, OF FERN ITZ, AUSTRIA-llUNGARY.

METHOD OF FASTENING WHEEL-TIRES TO THE WHEEL-BODIES IN WHEELS FOR RAILWAY-VEHICLES.

SPECIFICATION forming part of Letters Patent No. 787,801, dated April 18', 1905.

Application filed September 23,1904. Serial No. 226,393.

To (/N 1071 0711 if may concern:

Be it known that I, Tncmas S'rarr, a subject of the Emperor of Austria-Hungary, residing at Fernitx, Lower Austria, Empire of Austria-Hungary, have invented certain new and useful improvements in Methodsof Fastening \Yheel-Tires to the \Vheel-Bodies in \Vheels for Kailway-Vehicles, of which the f llowing is a specification.

The methods hitherto proposed or actually employed for the purpose of fastening the wheel-tire on the wheel-body of wheels for railway-vehicles are complicated and tedious and do not afford any guarantee of a completely-intimate and permanently-iirm connection between the wheel-tire and the wheelbody because it has been found by experience that the wheel-tire is very liable in course of time to become loosened, shifted, or twisted relatively to the wheel-body, and moreover not unfrequently breakages of wheel-tires occur which have originated at the very place or places of fastening. For instance, the wedge-like action of the retaining-rings which are mostly employed at present for fastening and the weakening of the cross-sectional area of the wheel-tire in consequence of the notch' ing or grooving necessitated by the retainingring render even the best of the existing methods of fastening faulty.

Now this invention has for its object a method of effecting an efficient and permanently-secure connection between the wheeltire and the wheel-body which avoids all the drawbacks of the methods of fastening hit-herto employed.

This improved method consists, substantially, in fastening the wheel-body on the wheel-tire (which is preferably shrunk upon the wheel-body, as hitherto) by welding masses of iron, steel, or other metal in the suitablyshaped annular recess, groove, or channel formed by the angle or along the place where the surface of the wheel-body meets the surface of the wheel-tire. The said masses of metal are welded onto both parts of the wheel in such a manner as to connect the two parts directly together. The welding may be offected by means of the electric are or by means of very hot products of combustion,

such as are produced by the combustion of water-gas, oxyhydrogen gas, and the like, or by means of the (iroldschmidt alumino-thermic process. This welding may be done on one side only of the wheel or on both sides thereof and either along the entire periphery of the place of contact or only at certain points of the same, and it may extend to a greater or less depth below the surface. By this welding, which may be effected with advantage by means of electricity, there is pro dnced an absolutely firm and intimate connection between the wheel-tire and the wheelbod y. The weld may afterward be hammered over according to requirements and iinally cut into any desired shape.

The accompanying drawings illustrate some of the many possible forms of fastening carried out in accordance with this improved method.

Figure 1 illustrates a fastening in which the wheel-tire u and the whcel-bodyl) are connected together on one side only of the wheel by means of the metal body 0, welded thereon, the hitherto usual dimensions as to width being retained, while on theother side of the wheel the connection is effected by means of the usual dovetail-shaped shoulder (Z, which engages over the wheel-body.

In Fig. 2 the wheel-body I) is connected on both sides at the junction-lines of its surface with the surface of the wheel-tire by means of the metal bodies welded thereon.

Fig. 3 illustrates the same method of fastening in the case of a wheel for locomotiveengines. In this case also the proportions as to width of the wheel-tire and wheel-body are the same as those at present in general use.

This method affords the following further advantages: The cross-section of the wheeltire is not weakened in any way, and in case of fracture of the wheel-tire the pieces are held fast at every place of the periphery in a much better way than in the case of the methodsof fasteninghithertoemployed. Defccts in the wheel-tire, as also shifting of the same on the wheel-body along the axle of the vehicle, are excluded. The rim or folly of the wheel that is to say, the wheel-body may be made wider than hitherto, whereby 1. A method of fastening wheel-tires to wheel-bodies which consists in bringing a mass of metal in the angle formed by the wheelbody and the wheel-tire and welding the mass of metal to the wheel-body and the wheel-tire.

2. A method of fastening wheeltires to wheel-bodies which consists in bringing masses of metal in both angles formed by the wheelbody and the wheel-tire on both sides of the wheel and welding each mass of metal to the wheel-body and the wheel-tire.

3. A method of fastening wheel-tires to wheel-bodies which consists in bringing masses of metal in the angle formed by the wheelbody and the wheel-tire only at single places of the periphery and welding the masses of metal to the wheel-body and the wheel-tire.

4:. A method of fastening wheel-tires to wheel-bodies which consists in bringing masses of metal in both angles formed by the wheelbody and the wheel-tire on both sides of the wheel only at single places of the periphery and welding the masses of metal to the wheelbody and the wheel-tire.

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

THOMAS STAPR.

lVitness es:

GUSTAV PHILIPPITCH, ALVESTO S. HOGUE. 

